Air-brake



- 2 Sheets-Sheet 1. H. S. PARK. AIR BRAKE.

(No Model.)

- all!!! Patented June 9, 1896.

AIM! I.W.PI\OTQUIHOWASIIINEYOI.DE

(No Model.) 2 Sheets8heet 2.

' H. S. PARK.

I AIR BRAKE.

I Patented June 9, 1896. v

UNITED STATES PATENT Enron.

HARVEY i PARK, OF CHICAGO, ILLINOIS, ASSIGNOR TO THE \VESTING- HOUSE AlRBRAKE (lfillllANY, OF PITTSBURG, PENNSYLVANIA.

AIR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 561,811, dated June 9,1896. Application filed November-11, 1889. $erial No. 329,948. (Nomodel.)

To all whom it may concern.-

Be it known that I, HARVEY S. PARK, a citizen of the United. States,residing at Chicago, in the county of Cook and State of Illinois, haveinvented certain new and useful Improvements in Air-Brakes; and I dohereby declare that the following is a full, clear, and

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exact description of the invention, which will enable others skilled inthe art to which it pertains to make and use the same, reference beinghad to the accompanying drawings, forming a part hereof, in which Figure1 is a longitudinal section of the valve, showing the brake-cylinderbroken off and showing the valve in its normal position; Fig. 2, alongitudinal section of the main valve, showing the position after agrading pressure has been applied and the valve returned to retain suchpressure; Fig. 3,21 crosssection showing the passage for admitting thetrain-pipe air to the main-valve chamber and the passage for admittingair from the mainvalve chamber to the auxiliary reservoir; Fig. 4, adetail in section, showing the passage for admitting train-pipe air;Fig. 5, a detail in section, showing the passage for the air to theauxiliary reservoir; Fig. (3, a face view of the valve for admittingauxiliary-reservoir air to the brake-cylinder and releasing ittherefrom; Fig. 7, a face view of the valve for controlling the pistonof the valve which admits train-pipe pressure direct to thebrakecylinder; Fig. 8, a detail in section, showing the arrangement ofpassages and ports for the train-pipe air; Fi 9, a face view of themainvalve chamber, showing the ports and passages for the train-pipeair.

This invention relates to air-brakes in which a valve operated by apiston controlled by train-pipe pressure is employed for admitting airfrom an auxiliary reservoir to a brakecylinder for applying the brakesand for vent.- ing the brake-cylinder to release the brakes and in whicha second slide-valve is employed to operate a valve controlling directcommunication between the train-pipe and the brake cylinder for settingthe brakes by the direct action of train-pipe pressure.

The object of the invention is to improve the construction and operationof the devices employed for admitting auxiliary-reservoir pressure tothe brake-cylinder to set the brakes to a grading pressure and thenpartially restoring the valve to its normal posi' tion to hold thepressure on the brakes with out venting the brake-cylinder to theatmosphere, to improve the communication on opposite sides of the pistonby which the valve controlling the admission of direct train-pipepressure is actuated by train-pipe pressure in being opened, and toimprove generally the construction and operation of the mechanism whichenters into the construction of the valve as a whole; and its natureconsists in the several parts and. combinations of parts hereinafterdescribed, and pointed out in the claims as new.

In the drawings, A represents a pipe connecting the valve with thetrain-pipe, which is not shown, but is located as usual.

B is apassage which communicates with the pipe A.

C is an interposed chamber which communicates with the passage 13 by theopenings a h o, as shown in Fig. 4.

D is a casing surrounding the chamber C- and having on one side aprojecting portion, in which is located the passages b and c.

E is the casing for the main valve, formed with which is the casing D.

F is the main'valve chamber inclosed by the casing E and in which islocated the main valve and its piston, and, as shown, the easing is oftwo different diameters, that portion for the main-valve piston beingthe largest diameter. The chamber F is in communica tion with thechamber 0 by a port (1, leading from the chamber G, a passage 6,communicating with the port (1 and formed in the easing E, and a passagef, communicating with the passage and with the chamber F. Thecommunication with the train-pipe and the chamber F is thus had by thepipe A, passage B, openings a Z) c, chamber G, port [1, passage e, andopening or passage f.

G is a cap or cover for closing the piston end of the chamber F, and inorder to have an air-tight joint a packing g is placed between thecasing E and the cap G, as shown in Figs.

1 and 2.

H is an opening in an extension of the cap G.

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I is a resisting-springlocated in the opening or chamber H and againstwhich the main valve abuts when the limit of its initial movement for agrading pressure is reached, and the further lowering of the pistoncontracts the spring I for its reaction to assist in returning thepiston to its normal position on restoring the train-pipe pressure.

J is a tube in the chamber or opening 11 and encircled by the spring Iand having a stem J, on which the tubeJ can slide. The spring 1 islocated between a plate 72. on the stem J, held in place by a pin h anda shoulder 7L2 on the tube J, and this tube J furnishes a guide andsupport by which the spring is held in a straightline, and at the sametime is free to perform its work.

K is a disk having a center or hub K and K is another disk correspondingto the disk K.

L are cup-leathers forming a packing and secured between the disks orplates K K, and these parts K, K, and L form the piston for the mainvalve.

M is the piston-stem, onto which are screwed the disks or plates K K,with the cup-leathers L between them, as shown in Figs. 1 and 2.

N is a head screwed or otherwise secured to the outer end of the stem M.A valve 1' on a stem 2" closes a hole i through the hub or center Kwhich hole leads into a chamber j, in which chamber is located the valve2',

and the valve i seats in the direction of the cap G. A passage j leadsfrom the chamber 7', and with this passage j side passages 7'communicate, which passages j lead to the outside of the stem, and thepassage j is controlled by a valve 7c on a stem 70, which valve seats inthe opposite direction from the valve 1', and between the valves 7:- andi and around. the stems k and 71 is a coiled spring 70 by which thevalves are held to their seats, respective] y. The passage j leads intoa chamber m in the stem M, from which chamber a passage m leads throughthe cap N, and in the chamber m is located a disk l on a stem Z, andaround the stem l, between the diskl and the end wall of the chamber m,is a coiled spring Z The stems 2 71:, and Z project on both sides of thevalves 1' 7t and the disk Z, so that when the piston is in its normalposition the stems in and Z will abut to hold the valve kopen by thestriking of the stem Z against the cap at the valve end of the chamberF,

as shown in Fig. l, at which time the headN is in contact with the heador cap of the chamber, and when the head N is not in contact with thecap or chamberand the stem Z is in contact therewith the valve it willbe seated, as shown in Fig. 2.

O is the head of the brake-cylinder, forming also the cap for thevalve-chamber F and the chamber C, and in which cap is formed thepassage B, as shown in Fig. at. The joint between the head and thecasing D E is made air-tight by apacking'n, and the casin g D E issecured to the head 0 by a flange 0 and bolts 0, as shown in Fig. 1.

P is a passage in the head 0, communicatin g with the chamber F by ahole 19 for allow ing air to escape from. the chamber F into the passageP.

Q is a pipe communicating with the passage P and leading to theauxiliary reservoir (not shown) for admitting air to the auxiliaryreservoir from the chamber F to charge such reservoir.

R is a slide-valve controlling the admission of air from the auxiliaryreservoir through the pipe Q, passage P, and chamber F to thebrake-cylinder, and also controlling the venting of the air from'thebrake-cylinder to the atmosphere. This valve R is connected to thepiston-stem M by an arm R, the end of which enters an opening in theface of the valve, and around the arm R is a spring q, by which theacting face of the valve R is held to its seat against the face of theshell or case E.

S is a passage in the wall or casing E, with which communicates a port8, which port 3 is controlled by the valve R, and the valve R has a port0', which as the valve is lowered comes in communication with the port.9 and admits air from the chamber F into the passage S. The valve R-hasa passage "it, by which comm unication' is had when the valve is in itsnormal position with the passage S, and a port 1, leading to theatmosphere through a nipple If.

T is a passage in the head 0, in line with the passage S and leadinginto the brake-cylinder, for admitting air to the brake-cylinder fromthe passage S.

U is an opening in the head 0, furnishing a communication between thebrake-cylinder and the chamber 0.

V is a plate located in the casing D between the opening U and thechamber C.

V is the brake'cylinder, having therein a piston WV, attached to a stemNV, as usual. This cylinder V has a flange w, by means of which andbolts w the cylinder is attached to the head 0, and the joint betweenthe cylin der XV and the head 0 is made air-tight by a packing o.

X is a hole in the head 0 forsupplying oil or grease to the cylinder \V,which hole is closed by an air-tight plug.

1 is an arm projecting out from the stem M on the opposite side to thestem R, and around this arm is a coil-spring 2, and this arm 1 carries aslide-valve 3, which is held to its seat on the face of the chamber F bythe spring 2. A port at leads from the chamber F to the atmosphere, anda port leads from the chamber 0 to the chamber F, and these ports 4 and5 are brought into communication when the piston in the main-valvechamber is in its normal position bya passage Gin the Valve 3, as shownin Fig. 1. A disk 7, having a stem 8, is located in the chamber 0, andon the stem 8 is screwed a disk 9, with a cup-leather packing 10 betweenit and the disk 7, so that the disks 7 and 9 and the cup- ITO leatherpacking 10 form a piston located in the chamber 0, back of which pistonthe port or passage 5 enters the chamber 0. The stem 8 has attached toits outer end a valve 11, in the face of which is a packing 12, whichseats on a rim 13 on the face of the disk V, which rim 13 is around ahole 14, and spanning the hole 14: are arms 15, having a ring 16, whichfurnishes a guide and support for the stem 8, and between the bars 15and the disk 9, around the stem 8, isa coiled spring 17 A port 18 leadsfrom the passage 6 to the chamber F, and in the valve 3 is a passage 19,by means of which, when the valve is lowcred, communication is formedbetween the port 18 and the port 5 for admitting the pressure in thechamber C in front of the piston to the chamber 0 back of the piston tocountel-balance the pressure on opposite sides of the piston and allowthe train-pipe pressure in the chamber 0 to act on the face of the valve11 and open such valve for communication betweenthe chamber 0 and theopening U, by which train-pipe pressure direct is admitted to thebrake-cylinder XV.

The connecting-pipe A communicates with the passage B in the cover orhead 0 of the brake-cylinder, which passage communicates with thechamber 0 through the openings a b c, admitting train-pipe pressure tothe chamber C, and from this chamber 0 the trainpipe pressure passes tothe port cl, passage 6, and opening f to the chamber F back of thepiston in such chamber, and when the piston is in its normal position,as shown in Fig. l,

the pressure in the chamber F back of the piston will raise the valve i,allowing the pressure to enter the chamber) through the port or passagei and as the valve is held unseated by the contact of the stems 7t and Zthe train-pipe pressure flows through the chamber j, passage j, andpassage 3' into the chamber F in front of the piston, and from suchchamber the air passes into the passage P through the opening 19 andenters the pipe Q and flows into the auxiliary reservoir, and when thepressure in the auxiliary reservoir and the pressure in the train-pipeare equal the valve iwill be closed by the action of the spring 71: inconnection with the pressure in the chamber 3' on the valve 1;, closingthe opening 1' and stopping further flow of the air through the stem Mintothe chamber F in front of the piston. The passage P is in the coveror head 0, and it will thus be seen that this cover or head has thereinthe passages for the admission of train-pipe pressure back of the pistonin the chamber F and for the admission of pressure to the auxiliaryreservoir from the chamber F in front of the piston. The cover or head 0furnishes the means for closing one end of the brake-cylinder and forclosing one end of the chambers 0 and F, and furnishes also a connectionfor the attachment of the valve as a whole to the brake-cylinder; and bythis attachment it will be seen that the valve can be disconnected fromthe cylinder without removing the pipes A and Q, as all that is requiredto disconnect the valve is to remove the bolts 0, when the valve as awhole can be taken ofl, leaving the pipes still in position, and toattach the valve all that is required is to place it in position andinsert the bolts 0, thereby enabling the valve to be taken down forrepairs without taking off the connecting-pipes.

The valve is shown in Fig. 1 in its normal condition, with thetrain-pipe and auxiliary reservoir at the same pressure, and to applythe brakes with a grading pressure the pressure in the train-pipe islowered slightly, which causes a lowering of the pressure in the chamberF back of the piston, so that the excess of pressure in the chamber F infront of the piston will push the piston back, carrying with it thevalve R for the port r to come in line with the port 8 for the pressurein the auxiliary reservoir to flow into the chamber F in front of thepiston, through the pipe Q, passage P, and opening p, and from thepassage S the pressure flows through the passage T into thebrake-cylinder WV back of the piston W", advancing such piston andsetting the brakes. The flow of air through the passage S lowers thepressure in-the cham ber F in front of the piston, and when the pressureback of the piston is in excess of the pressure in front the piston willbe partly returned, carrying with it the valve R, and such return willbe limited by the engagement of the stem K with the face of the cover 0,which arrests the return or advance of the piston, bringing the partsinto the position .shown in Fig. 2, in which position the brakes will beheld at the grading pressure, as the port 7* has passed the port 3 andthe passage n has not connected the port 6 with the passage S, therebymaintaining the pressure in the brake-cylinder, and if the pressure inthe brake-cylinder is not sufficient to apply the brakes with therequired force the train-pipe pressure is again lowered, operating thepiston in the chamber F, as just described, and bringing the valve Rback for the ports 0' and s to again come in line and admit pressurefrom the auxiliary reservoir into the brakecylinder through the passagesS and T until the pressure in the chamber F is lowered sufficient forthe excess of pressure in the chamber F, back of the piston, to againreturn the piston and valve R to the position shown in Fig. 2, and thisoperation can be repeated until the required force has been applied tothe brakes.

The brakes are released'by restoring the train-pipe pressure sufficient.to return the piston and the valve R to their normal position, carryingthe port '1' past the port .9, as shown in Fig. 1, and bringing thepassage S into communication with the port if by the passage to for thepressure in the brake-cylinder to pass back through the passages T and Sand vent to the atmosphere through the passage u and port '6, therebyventing the brake-cylinder and releasing the brakes.

The operation of applying the brakes with a grading pressure does notalfect the emergency or quiclcaction valve 11, by which train'pipcpressure is admitted into the brakecylinder, which admission oftrain-pipe pres sure is required only in case of an emergency stop, andto operate the emergency-valve 11 the train-pipe pressure is reducedsufiiciently to lower the valve 3 for the passage 19 to furnish acommunication between the port 18 and the port 5, which allows thepressure in the chamber C in front of the piston in such chamber to passback of the piston, equalizing the pressure in the chamber 0 on bothsides of the piston, when the train-pipe pressure on the face of thevalve 11 raises such valve and allows the train-pipe pressure to passfrom the chamber C, through the opening U, directly into thebrake-cylinder W, and this action of the valve 3 to open the valve 11will occur as the piston in the chamber F is near the limit of itsbackward move ment and before the end of the valve R has passed the port8, and when thevalve R in the further backward movement of the piston inthe chamber F passes the port 3 the auxiliary-reservoir pressure willflow into the passage 8 and passage T into the brake-cylin der, therebyadding auxiliary-reservoir pressure to the train-pipe pressure, and such6X oess of pressure in the brake-cylinder will enter the opening U and,acting on the outer face of the valve 11, will close such valve as thepiston in the chamber F is at the limit of its backward movement,closing the opening 14: against the flow of pressure from the chamber Ginto the opening U and restoring the parts, so far as the valve 11. isconcerned, to the position shown in Fig. 1. The restoring of thetrain-pipe pressure causes a flow of air through the pipe A and passage13 into the chamber C, and from such chamber the air passes through theport d, passage c, and opening f into the chamber F, back of the pistonin such chamber, returning the parts to the position shown in Fig. 1,for the valve i to open and permit the escape of air from the chamber Fback of the piston into the chamber F in front of the piston, and thenceto the auxiliary reservoir through the passage P and pipe Q.

It will be seen that the port 18, when the valve 3 is up, is closedagainst the flow of air through such port from the passage 6, therebypermitting the air to pass unobstructed into the chamber F, and at thesame time shutting oif air from passing through the port 18 in front ofthe piston in the chamber C, back of such piston, and at the same timethe ports 4 and 5 are in communication through the passage 6, ventingany excess of pressure in the chamber 0, back of the piston therein, to

the atmosphere, and maintaining the pressure back of the piston in thechamber 0 at a normal pressure only, so that the train-pipe pressure infront of the piston in the chamber 0 will effectually hold the valve 11to its seat, and when the valve 3 is lowered for the passage 19 to bringthe ports 18 and 5 into communication the pressure in the chamber 0 infront of the piston enters the port d and passage and flows through theport 18, passage 19, and port 5 to the chamber 0 back of the piston, andit will thus be seen that the passage e furnishes a communication forequalizing the pressure on both sides of the piston in the chamber C.

IL ving described my invention, what I claim as new, and desire tosecure by Letters Patent, is

1. In an automatic fluid-pressure brake system, the combination, with atrainpipe, a brake-cylinder, and a valve-easing, of a head for thebrake-cylinder, and a passage in the brake cylinder head whichcommunicates with the train-pipe and with a chamber in the valve-casing,substantially as set forth.

2. In an autom atic fluid-pressure brake system, the combination, with atrain-pipe and a brake-cylinder, of a head for the brake-eylinder, atriple-valve casing connected to the head of the brake-cylinder, and apassage in the head of the brakecylinder, which is in communication withthe train-pipe and with a chamber in the triple-valve casing,substantially as set forth.

3. In an automatic fluid-pressure brake system, the combination, with abrake-cylinder head and a triple-valve casing, of a passage in thebrake-cylinder head which communicates at one end with a passage leadingto the main-valve chamber of the triple valve and at the other end isconnected with the trainpipe, and a second passage in the brake-cylinderhead which communicates at one end with the main-valve chamber of thetriple valve and at the other end with the auxiliaryreservoirconnection, substantially as set forth.

4. In an automatic fluid-pressure brake system, the combination, with atrain-pipe and an auxiliary reservoir, of a brake-cylinder, a head onthe brake-cylinder, a passage in the head for connection to thetrain-pipe, a passage in the head for connection with the auxiliaryreservoir, and a triple-valve casing removably connected to thebrake-cylinder head and having openings, ports, or passages adapted toconnect with the passages in the brakecylinder head, whereby thetriple-valve casing maybe detached without breaking the connections fromthe auxiliary reservoir and train-pipe to the passages in the head,substantially as set forth.

5. In an automatic fluid-pressure brake sys tem, the combination, with atriple valve and an em ergency-valve device for releasing fluid underpressure from the train-pipe, of amainnaive chamherin the casingofthetriplevsdve, of train-pipe fluid from the passage in the aehamber inwhich is fitted a piston for 0pcasing to one side of theemergency-piston, erating the emergency-valve, a passage insubstantially as set forth.

the casing through which fluid is admitted HARVEY S. PARK. from thetrain-pipe to one side 0f the triple- Witnesses:

valve piston, and a slide-valve in the main- 0. WV. BOND,

valve chamber which controls the admission H. B. HALLOCK.

